20 • SEPTEMBER 2023 JOB RESOURCES TECHNICIAN cont. from Page 19 TIPS cont. from Page 19 combines classroom instruction with hands-on experience in seven heavy-duty truck systems. Love’s program is the only accelerated diesel technician training program of its kind for beginners. Along with diesel mechanics, the need for technicians to maintain battery-powered vehicles is increasing as the electric vehicle (EV) segment of the trucking industry slowly grows. Community college programs, including several in California’s San Bernardino County, have pioneered programs to introduce would-be diesel mechanics to a whole new aspect of the trucking business. San Bernardino Valley College launched its EV technician training program, funded by Volvo LIGHTS through California Climate Investments in 2020. The COVID-19 pandemic truncated the original course schedule, but when the program reopened its doors, more students joined, bringing the program’s total enrollment to 26. The program can lead to a certificate or an associate degree for students who want to pursue college. Kenny Melanchon, faculty chair of the college’s heavy- and medium-duty trucks technology program notes that EVs’ share of the heavy-duty vehicle market is growing. “They’re saying by 2026, all diesel buses will be gone,” he said. “They’re almost all gone now.” The alternatives will be engines powered by compressed natural gas or electricity, and trained technicians will be needed to maintain both. For the time being, however, most long-haul trucks are powered by diesel engines. No downturn is expected in the near future, and the need for diesel technicians will continue to grow. With numerous initiatives launched to bring new truck drivers into the industry, it’s only natural that the ratio of technicians to drivers will have to keep pace. That means new jobs and new opportunities in various areas of the trucking industry. Subler firmly believes the need for additional diesel technicians will continue, and as technology evolves, so will the role. “The diesel tech trade has evolved immensely over the past 30 years, and I believe it will continue to do so,” he said. “Thirty years ago, a good tech would listen to an engine and diagnose what they thought was making the noise. Today, they plug (the truck) into their laptop for a diagnosis.” This means education and training will become more important to the mechanic profession. “Our next generation of techs must be as good — or better — with a computer as they are with a 9/16th wrench,” Subler said. “I believe this shift to a more technological role has helped gain interest in our industry as it is not the ‘dirty old mechanic’ trade anymore.” 8 allowing more violations on a driving record or a shorter waiting period after a felony conviction. It’s easier for a driver to find work, and there’s a chance the pay will be higher, too, as carriers adjust payrolls. When carrier fleets are shrinking, the opposite occurs. Hiring standards are tightened to ensure that the carrier is only hiring the best drivers available. Pay rates stagnate. Owneroperators exacerbate the problem by selling their unprofitable trucks and competing for open company driver jobs. The gist of all this is this: Right now might not be the best time to look for another trucking job. Carriers have downsized their fleets by about 3% in the past six months. Throw in the competition from some 22,000 Yellow Corp. drivers who are entering the job market because of the company closing its doors, and you can see that there are more drivers competing for fewer jobs. Additionally, drivers who are unhappy with the number of miles they’re getting may not be happier elsewhere, since market conditions are something every carrier deals with. When times are good, carriers can decline shorter runs and those with unpopular origins or destinations. In difficult times, they may accept shorter runs in order to keep trucks running. The reality is that whatever carrier you jump to may also be having trouble finding enough miles for its drivers. Pay rates follow a pattern similar to hiring policies. When freight is plentiful, carriers tend to raise pay rates in order to attract more drivers. Some institute or increase sign-on bonuses, some raise per-mile rates. When one offers raises, Thetrucker.com however, it’s not unusual to see other carriers follow so they don’t lose drivers to the churn. Right not, carriers are not offering raises. They are tightening their belts, conserving cash while they wait for the market to turn. Benefits are another consideration. Many carriers have waiting periods before health insurance becomes effective. A new job means starting over to accrue vacation or paid leave time. Drivers who have families that are covered by health care might consider how long they’ll be without coverage before leaping into a new job. Don’t discount relationships, either. A strong relationship between driver and fleet manager is key to a smooth operation and can put more miles — and more money — in the driver’s pocket. Starting over at a new carrier often means starting at the bottom and taking whatever’s given by a manager who is just getting to know you. If you’re looking for a job because you don’t have one, or because conditions at your current carrier are unbearable, you should be able to find one. However, if you’re thinking the grass looks greener in another carrier’s truck, it may be better to bite the bullet and stay where you are until the trucking economy opens up. After all, the more jobs listed on your job application, the more likely you’ll be seen as a job hopper, someone who never sticks with anything for very long. It’s better to understand the market and research your next carrier thoroughly so that when you do make the decision to change, you’ll know what you’re getting into. Holding off on the job change until conditions improve is sound advice. 8
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